Aeroplane.



H. SRLEY.

AEROPLANE.

awuczmom mwuuurxs, 191e.

Pateued Imm 18, i9@

13 SHEETS-SHEET 1L Inn/Emma my Mw WITNESSES ATTORNEY H. SOBLEY.

AEROPLAME.

APPucMmN min Juv/15. 191s.

Patented June M 19M.

13 SHEETS-SEER' 3.

JNVEMTOFI WITN ESSES JUNTHMJEY H. iSORUEY. AEROPLANE.

APPLICATION FILED 1ULY l5. 1916.

Patented .Tune 18, 19ML 13 SHEETS-SHEET 5- INVENTOR ATTORNEY H. SORLEY.

AEROPLANE.

APPLICATION FILED IuLY I5. IsIs.

Patented June 18, 19M

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13 SHEETS-SHEET 6.

WITNESSES @www/@g @Why ATTOR N EY H. SORLEY.

AEROPLANE. n APPLICATION FILED 1ULYI5, 1916.

Patented June 18, 1918.

I3 SHEETS-SHEET ALLIIIIIIIIHIIIIIIIMHT( nh.

1 AIllllllllllllllliIIIIIIHIEIHIIIllililllllllllHIEIIUIIIBIIIIIIIIII ATTORNEY H. SORLEY.

AEROPLANE.

.EaPucATmN FILED mu( 15, 191e.

Patented June 18, w18.

13 SHEETS-SHEET s'.

INVENTOR ATTORNEY PL SORLEY.

ILEROPLANE',

APPLICATIGN FILED IULYI. 1916.

WITNESSES lq ATTORNEY H. SORLEY.

AEROPLANE.

APPLlc/mon HLED 1uLY15,191s.

Patented J une 18, 1918.

13 SHEETS-SHEET I l.

INVENTOR WITN ESSES y ATTORNEY H. SORLEY.

EROPLANE.

APPLlcAmN mgl) JULY 15. 1916.

YWH-N SS ES ATTORNEY H. SORLEY.

AEROPLANE.

APPLICATION FILED IuLY I5, 1915.

WITNESSES ATTORNEY llt) liti

Fig. 8.

mechanism MFMUPLAFE.

apeemcaton o1 tetters'l'atent.

Patented 1V one 13, 1213..

.application med July 15, 1916. Serial 11o. 109,331.

To ail whom it may concern:

Be it known that ll, Hanrvio Soenar, a subject of the King of Norway, residing at Macomb, in the county of McDonough and State of Illinois, have invented certain new and useful Improvements in leroplanes, of which the following is a specification.

My invention has reference to machines for aerial Hight and particularly to that type of machine t'or this purpose which is vknown as the aeroplane and wherein the flight is of a dynamic nature.

@ne object of the present invention resides in presenting a machine of this character which embodies the usual plane structure providing the supporting surfaces and, in addition thereto has automatically controlled stabilizing mechanism for regulating and damping the tendency of the machine to oscillate about its longitudinal axis.

A further object resides in providing mechanism whereby the lateral direction ot' flight may be controlled.

Another object consists in providing for regulating the longitudinal stability of the machine.

With the above and other objects in view, ll will now proceed to describe a specific embodiment of the present invention, which I have shown by way of illustration only, wherein:

Figure 1 is a top plan view of the aeroplane showing the arrangement of planes.

Fig. 2 is a view in side elevation.

Fig. 3 is a. view in front elevation.

Fig. 4 is a sectional View showing -a portion of the aeroplane, and particularly showing the details of the propelling mechanism thereof.

Fig. 5 is a detail sectional view on the line 5-5 of Fig. 4.

Fig. 6 is a detail sectional view on the line 6 6 of Fig. d, showing the gearing from the front propellers..

Fig. 7 is a sectional elevation on the line 7-701 Fig. 4 showing the gearing from the main shaft to the secondary shafts.

Fig. 8 is a detail View in section through the ratchet gear.

Fig. 9 is a section on the line 9-9 of Fig. 10 is a sectional elevation of the cornpressor mechanism.

Fig. 11 is a detail' section on the line 11-11 of Fig. 101

Fig. 12 is an enlarged View of a portion of the compressor mechanism showing the gulding means for the large gear.

Fig. 13 is a plan view of the mechanism shown in Fig. 12.

Fig. 14 is a View, in side elevation, of one of the tilting planes.

Fig. 15 is an edge View of said planes.

Fig. 16 is a sectional view on the line 1e16 of Fig. i5.

,.Fig. 17 is a plan view showing the mechanlsm for operating the tilting planes.

Fig. 18 is an enlarged view similar to Fig. 15.

Fig. 19 is a front View of the structure shown in Fig. 15.

Fig. 20 is a view, in elevation, of one of the elements used in constructing the structure shown in Fig. 18.

Fig. 21 is a similar view of another element.

Fig. 22 is a similar view of another element.`

Fig. 23 represents end views of the elements shown in Figs. 20 to 22 inclusive.

Fig. 24 is a sectional View on the line 24e-24 of Fig. 19.

Fig. 25 is a sectional view showing the plane controlling means in section on the line 25 25 of Fig. 17.

Fig. 26 is a View, in 26-26 of Fig. 25.

Fig. 27 is a View, 27-27 of Fig. 25.

Fig. 28 is a View, in 28-28 of Fig. 25.

Fig. 29 is an enlarged View of one of the section, on the line section, on the line 'sliding' planes and its complemental operating mechanism.

Fig. 3() is a view, partly in section, and partly in plan, of one of the tracks for the sliding plane.

Fig. 31 is a sectional View on the line 31-31 of Fig. 30.

Fig. 32 is a sectional 32-32 of Fig. 30.

Fig. 33 is a sectional :as-33 0f Fig. 3o.

Fig. 34: is a sectional 34-34'01 Fig. 29.

Fig. 35 is a sectional 35-35 of Fig. 34.

Fig. 36 is a sectional .a6-36 of rig. 35.

Fig. 37 is an enlarged vertical section showing the wheel frame vand its complemental shock absorbing mechanism.

View on' the line view on the line View on the line view on the line View on the line in section, on the line Fig. 38 is 'an enlarged front View of the mechanism shown in ig. 37 L Fig. 39 is a detail sectional view` on the line 39-39 of Fig. 38.

Fi 40 isa sectional view on the line 4 O of Fig. 38.

Fig. 41 is a side elevation-on an enlarged scale of the mechanism shown in Fig. 40.

Fig. 42 is an enlarged section on the line 42-42 of Fig. 38.

Fi 43'is a diagrammatic plan view showin t e aeroplane plane control..

Fig. 44 is a diagrammatic lan view showingwthe shock absorbing mec anism, and

ig. 45 isa diagrammatic view of the stabilizing mechanism.

In detail:

The aeroplane, as herein shown, comprises a number of se" arate entities which coact one with. the ot er to form a complete operative machine capable of takin iii ht and v the separate entities will hereina er e designated and described in the order as below enumerated.

A` is the plane structurel andlframeworkl forming the supporting body of the machine.

B is the propelling mechanism.

lC is the stabilizing'mechanism.

D is the flight controlling mechanism,

and

E is the alighting and running frame mechanism.

. Now, with reference .firstly tothe plane structure Av of the machine and its framework, the latter comprises the longitudinally extending frame members 1, 2, 3 and 4, the

middle two, 2 and 3 of which extend to the rear of the machine and form the tail thereof. These'frame members are crossed on the bottom by the transversely extending vvtracks 5 and 6 which are primarily for a purpose to be hereinafter set forth, but which serve the secondary purpose of a reinforcing means tospace apart the frame members 1 to 4 inclusive. The frame is re-` inforced by the angularly directed stays 6 and 7 and the struts 8 and 9 connecting respectively with vthe stays 6 and 7. Also the `usual bracing wires10 and 11 on each side and on the top extend from front to rear of the frame and are crossed at suitable points and connected with the frame at ya plurality of points and suitably disposed with res ect to the .frame member so as to thorough y tension the machine throughout its length and breadth. The vertical members 12 serve further to re-inforce and impart rigidity to the machine.

The members 2 and 3 converge from the front towardl the rear and at the rear are covered with silk, vsheet aluminum or any other suitable material to form a tail chan nel 13.

Intermediate the framework of the maratchet portion 38 is formed on each `and pawls 44 carried by one of the collars chine and at the top of the frame members 2 and 3 is carried a plane or su portin surface 14 which is positioned orward y of the center of the machine; backwardly of the said plane 14 and spaced from each other and carried at the bottom of the frame members 2 and `3 are planesl15 and 16. The planes 14, 15 and 16 are xed in their respective positions and form the Iixed supporting surfaces of the aeroplane. ThlS completes the body structure of the aeroplane and next in order will be described the ropelling mechanism B thereof.

T e propelling mechanism of the machine is mounted in the framework hereinbefore described, a flooring 17 bein .vided for that purpose and accommodating the heavier parts of the propelling mechanism such as the prime mover 18 which may be ofthe internal combustion engine type. The ropelling mechanism comprises essentially our ropellers, two of which are located forward y as indicated at 19 and 20 and are of the helicoidal type and the others of which are indicated at 21 and 22 and are located aft of the machine and are of the screw bladed type. The internal combustion engine 18 has its shaft connected with a driving member 23 of a clutch, the driven member of which is indicated at 24 and carries va bevel gear 25 fixed to a shaft 26. Disof the prime mover may be controlled to the best advantage.

. The shafts 27 and 28 carry at their nonadjacent ends the bevel gears 33 each of which meshes with a bevel gear 34 on the longitudinally extending shafts 35 which, at their rear ends carry the bladed screw propellers 21 and 22, and at their forward ends are provided with pinions 37 Parallel with the shafts 35 and extending forwardly therefrom, are jack shafts 39, which carry gears 40 meshing withpinions 41 fixed upon. intermediate ears 42, the latter beinor in meshwith the plnions 37. The forwar ends of kthe shafts 39 carry gears 46 which mesh with peripheral gears 47 carried by the helicoidal propellers 19 and 20. The gears 46 are rotatably mounted u on the shafts 39, being held against longitudinal movement thereon, bv the collars 41 and 42', secured to the shafts by pins 43. A gear 46,

prop recaen are held yieldably engaged with the ratchet teeth by springs 45.- 'llhis arrangement perl mits of a driving connectionA being established between the peripheral ears 47 and the shafts 39 onlyl when vthe ormer is ro,- tating in one direction, and when the propellers 19' and 20 rotate the'gears 46 ata greater speed than the speed transmitted fromthe prime mover to the shafts 39, the pawl and ratchet arrangements at once connectthe propeller shafts 35Iwith the helil coidal gears 47, and the 4said shafts are driven directly from the helicoidal propellers. From this construction, it is seen that should the prime mover fail while the aeroplane'is in flight, the friction of air against the helicoidal propellers- 19 and 20, due to the momentum of the machine, will develop driving power in the propeller shafts 35, whereby forward movement of the machine may be obtained. 1t is also obvious that the arrangement through the driving propellers forces air rearwardly, whereby resistance to the helicoidal propellers is reduced. 1n this Way, also, the head on resistance of the machine is materially lessened should the wind be high. rThe shafts 35 and 39 are journaled in cross members 49, which are reinforced by the vertical members 50, whereby a firm and rigid foundation for the driving mechanism is provided.

The stabilizing mechanism C of the ma'- chine which is so constructed as to preserve lateral stability and obviate the tendency of the aeroplane to oscillate about its longitudinal axis, comprises the planes 51 and 52, which are of the same dimensions as the planes 14, 15 and 16 but are mounted on the lthe side members 56 and 57 and rotatable in a vertical plane are the bearing rollers 63 and 64, which ride on flanges 53 and 54, and intermediate the sides 56 and 57 are the rollers 65 journaled on vertical axes 66 and for contact with the bases 67 of the channel members forming the tracks. rl`hus the shifting of the lateral planes 51 and 52 is made exceptionally facile due tothe fact that the friction is diminished to a minimum by reason of its bearing construction, whereby a rolling surface is presented to each side of the channel members forming vthe tracks.

'llhe said planes 51 and 52 have secured p to automatically maintain its e hereinafter described.'

or fixed thereto the 'laterally extending racks 68 and 69 respectivel ,which mesh with gears 70 and 71 xed to a longitudinally extending shaft 72 journaled 1n the members 73 and 74 dependent from the tracks 5 and 6 respectively and reinforced by the structures 75 and 76, the former of which has formed therein an arcuate guide-way 77 which accommodates a shlfting weight 78 provided onv its lateral surface with the bearing rollers 7 9 rotatable in a horizontal plaine and bearing on the guide-way 77 whereby the weight shifts by gravity with a` minimum of friction. rllhe sald weight 78 is dependent on'an arm or lever 80 which is suspended from a pivot 81 and supported by braces 82 and the said arm 80 is integral with the journal 83 of a sector 84 which meshes with a pinion 85 fixed to the shaft 72. Thus the tendency of the aeroplane to oscillate about its longitudinal axis during Hight will cause the said weight 78 to shift in its arcuate guide 77 and thereby will shift the planes 51 and 52 so as to increase or decrease the area of the supporting surface on either side of the longitudinal axis of the machine depending upon the careening of the aeroplane during flight. Thus by reason of its proportionate variations in the area of the supportin surfaces, the aeroplane'is enabled, during ight,l

equi-poise. The next entity' to be considered is the flight controlling mechanism and this comprlses both means for controlling the longitudinal course through the air in a `vertical plane and the lateral course of the machine. y Considering first the means for controlling the lateral course of the machine, this comprlses'the rudder 'G formed by the two vertical members 86 which are connected with the cables 87 and connected together by the cross stay 88 pivoted to each at 89. The cables 87 are crossed as shown at 90 and are led forwardly around the members 91 and again cross at v92 and connected with the vertical side ailerons 93 after having been led around the guide pulleys 94. .lhe said vertical side ailerons are supported on the vertical stays 95 and pivot thereon as shown. A common member 96 connects the two cables 87 and is in turn connected at 97 with. the ends of a cable 98 held in triangular formation by the the apertures 103. Ait its free end the lever" 106 is engaged by a foot actuated member 108`normally held in its upward position by and supported a spring 109 and thereby maintaining' Athe finger 107 in engagement with one of the` apertures 103 and by depressing this foot member, it will be seen that the linger 107 will be removed from the aperture with which it engages and by rotation of the wheel 101, the position of the rudders 86 and the vertical ailerons 93 maybe varied to suit 4 the course in which it is desired to direct the aeroplane.

The flight control mechanism also consists of means by which'the elevation of th'. aero-v plane may be varied and this mechanism consists essentially of two .auxiliary surfaces 110 and 111 supported above the'planes 14,`

ed at 116 in 'the vertical members 117. The

vertical members 117 are formed of a plurality of members 118, 119 and 120 respectively, secured resiliently together by the spring bolts 121 surrounded by the springs 122 which are so attached as shown at 123 as to provide a longitudinal slot therein through which an arm 124 may enter and connect with the wedge shaped shoe 125 sliding in the rectangular space 126 and which is constrained to move in a vertical path against the resistance offered by the springs .122. This arm 124 is pivoted at 127 to a second arm or lever 128 which, in turn is pivot/ed to the vertical member at 129 and is extended therewith and connects at 130 with the framework 112. Thus as the said auxiliary surfaces 110 and 111 are tilted the said shoes 125 are caused to slide against the resistance of the springs 122 and, .while the said auxiliary surfaces may be tilted by manual operation, they are, nevertheless, constrained against free movement and the inliuences of the ail' currents exerted thereon.

To operate the said auxiliary surfaces 110 and 111 I have provided an auxiliary extending shaft 130 which, adjacent its center carries a bevel gear 131 engaging a second bevel gear 132 carried on a vertical post 133 having at its lower end a hand wheel 134 and adjacent its upper end a disk 135 apertured similar to the disk 102. For engagement with the apertures 136 of the disk 135, I provide a finger 137 which is carried by a ,rod 138 normally drawn upwardly by the spring 139 and confined beneath the bracket 140 and the collar 141 carried by the said rod- 138. The rod 138 may be drawn downwardly by pressing the foot on a foot pedal 142 which is pivoted at 143 to a vertical bearing stand 144 and thus the said wheel 134 may be adjusted similarly to the wheel nism for controlling its auxiliary surfaces. Therefore, at each end,the said shaft 130 carries a bevel gear 145 which meshes with bevel gears 146 and 147 on shafts which are paired as designated at 148. and 149, the first mentioned pair 148 extending forwardly yof the `machine and the latter pair 149 extending rearwardly so that provision is madefor simultaneously tilting both of the auxiliary surfaces` 110 and v111. At their forward ends the shafts l148 carry bevel gears 150 which mesh with bevel gears 160 carried by the transversely extending shaft 161 having provided thereon pinions 162 which mesh with the gears 114 .of the forward auxiliary surface 110. -Likewisethe'shafts 149 carry at the rear ends the gears 163v which mesh with gears 164 carried by the transversely extending shaft 165 which also has aiiixed thereto the pinions 166 meshing with gears 115 of the aft auxiliary surface 111. Therefore, as the controller wheel134 is rotated, these auxiliary surfaces may be suitably adjusted to any angle to either elevate the machine or permit it to descend.'

The gears connecting the said shafts hereinbefore enumerated may be suitably incased and journaled in boxes 167 vas shown in Fig. 17.

With reference to the alightingand running lmechanism E, it is to be noted that the shaft 26 `is extended and carries-a small worm gear 168. This gear 168 iscontrolled by a clutch 169 and meshes with a, large gear 170 carried by a crank shaft 171 of a suitable air compressor 172 which is preferably of the duplex type and has the cylinders 173 and 174 rovided with the usual air 4valves and the li e and which have their outlets in a pipe 175. The pipe 175 connects with a compressed air reservoir 176 suitably located with respect to the center gravity of the machine so as not to overbalance the aeroplane during fli ht. The aeroplane is provided with a depending framework which carries the vertically disposed cylinders 177 having reciprocal therein pistons 178 and a cylinder is provided for each of the wheels 1790i the aeroplane. Forks 180 connect the axles of these wheels and are themselves connected by a cross guide member 181 which is reciprocal within guides 182 and is fixed to the piston rod 184 of the piston 17 8. The construction for each of the Wheels 179 is identical and therefore, only one will be herein described. Connecting with the cylinder 177 at the top and above the piston 178 is an air conduit naeaeri 185. A conduit 187 leads to a rhamber 188' at the side of the cylinder 17 7, and a pipe 186 connects chamber 188 with a second chamber 189. These chambers contain pis-- tons 190 and 191 respectively, which are connected by a reciprocatory rod 192, and the pistons are so arranged within theirv respective cylinders that when lowered, as shown in lF ig. 38, air is free to pass from the reservoir through pipe 187, chamber 188, pipes 186 and 185, into cylinder 177 to force piston 17 8 and the running wheel carried thereby to the lowermost limit of its movement. When the pistons are moved to their opposite limits, the piston 191 closes the chamber 188, and the 'air passage is tern1inated, while the piston 190 opens a conlmunication between pipe 185 and the port 189 at the base of the cylinder 189. bviously the air within the chamber 177 may then exhaust to the atmosphere, and the pis* ton 178 may move inwardly. 1mmediatcly upon movement of the pistons 190-'191 to initial position, air under pressure is admitted to chamber 177, and the piston 178v therein is forced outwardly.

The rod 192 is linked by means of a connection 193 to an arm 194 pivoted at 195 to one of the guides 182, and the said arm carries a linger 196 which may be depressed but can not be raised above horizontal, and is normally held in the latter position by a spring 197.

Connected with the fork 180 carrying the wheel 179 is a vertical member 198 guided in the members 199 and 200, and which carries a pair of spaced inwardly projecting lugs 201 and 202, the latter being adapted to engage Awith the linger 196. As the running wheel contacts the ground, the forks 180 will move inwardly, carrying with them the piston 178 and the member 198. 'llhe air within the cylinder 177 is compressed and upon continued inward movement of the fork, the uppermost lug 201 engages the linger 196, raising the same and lifting the pistons 190 and 191. The piston 191 thus uncovers the exhaust opening 189' in the chamber 189, permitting the compressed air within the cylinder 177 to exhaust, while at the-same time the piston 190 seats against the upper end of the chamber 188 and prevents air Howing into the connecting pipe 186. This operation permits ofthe forks, wheel and piston moving further inwardly, and upon disengagement of the lug 201 from the nger 196, the spring 205 within the chamber 189 forces the rod 192 and its pistons .downwardly to initial position, whereupon air pressureis again admitted to the cylinder 177. The above detailed operation is repeated upon further inward movement of the forks, the lowermostlug 202 operating upon the Enger 196m identically the same manner. lFromnthis arrangement, 1t is seen that 1 have provided a means for overcoming the violent shocks due toV the aeroplane contacting with the ground when alighting, and which shocks so often result in lserious injury, either to the occupants of the vehicles or to the mechanism of ythe latter. The particular arrangement of valves` and operating mechanism pel-mits of the device settling upon the ground easily and without the possibility of rebounding. After the shock Vabsorbing operations have occurred, and the full weight of the Inachine is restingl upon the wheels, the lowermost lug 202 will have moved upwardly and 1 out of engagement with the finger 196. 1m-

mediately the pistons 190-191 will be lowered to the position shown in .'Fig. 38, where- Kupon air pressure from the tank 176 will force the piston 17 8 outwardly, and the vehicle will be maintained at the limit of'its upward movement upon the wheel forks. 1t

will be understood that the parts associated with the cushioning mechanism will be constructed of sucie'nt strength to withstand the strains and air pressure.

llFrom the foregoing, the operationof 'the machine will be apparent. 'For instance,

suppose it is desired to take flight, the engine is first started which sets in rotation all of the propellers and the machine courses over the ground; the shock absorbing means taking care that the course is smooth and that the machine glides lightly without undue vibration. As sulicient speed is attained, the auxiliary surface and 111 are tilted which causes the aeroplane to mount in flight and then the other control elements are brought into play as required, except for the stabilizing mechanism which is automatically actuated bythe oscillations of the machine.

lWhile in the foregoing, 1 have described a specific embodiment of the present invention, it is, nevertheless, to be understood, that in practice, 1 may resort to such prac tical modifications thereof as fall-within the scope of the invention is defined in the apizing mechanism including shiftable planes,

3. 4In an aeroplane, a supporting structurehaving a fixed supporting area, and stabilizing mechanism including-shiftable planes, channel shaped transverse guiding tracks for said planes, and roller bearings carried along the lateral edges of said shiftable planes and accommodated in the channels of said tracks and presenting `a rolling surface to all the walls thereof whereby friction is` reduced to a 4. lIn an aeroplane,"a supporting structure having a xed-supporting area, and stabilchannel shaped' guiding tracks for .said planes, and roller bearings carried alongthe lateralI edges of said shiftable planes and accommodated in the channels of said tracks and presenting a rolling surface to all the walls thereof whereby friction is reduced to a f 5. In an aeroplane, asupporting structure having `a fixedv area,and stabilizing mechanism, including shiftable planes, chan-f nel shaped transversely disposed guiding tracks for said planes, and roller bearings carried along the lateral .edges of said planes, some of the rollers having their axes disposed in a horizontal plane parallel with the longitudinal axis of the aerop ane for bearing engagement with two walls of said tracks and others having their axes in a vertical plane for bearing engagement-with the vertical walls of said `tracks whereby each wall of said tracks has a rolling surface thereto thereby reducing friction to a minimum.

6. In an aeroplane, having a fixed supporting area, and stabiliz-- ing mechanism including shiftable planes,

channel sha ed transversely disposed guiding tracks or said planes, and roller bearings carried along t e lateral edges of said planes, such bearings comprising vertically disposed anges carried by the planes and having rollers journaled therein and projecting therebeyond for engagement with the channel walls of the tracks.

7 In an aeroplane, a supporting structure,- and stabilizing mechanism including shiftable planes, tracks for guiding said planes,

a rack fixed to each plane, and means for- Aa rack xed to-each plane, and-means for moving said planes, such means comprising gears meshing with said racks and ,interconnected by a common shaft, and a weight lpivotally mounted and in a supporting structlvlrel carrying arm acting on said shaft to move the latter as the said weight carrying arm is preponderated lfrom side to side by the oscillations of the aeroplane about its longitudinal axis during flight, whereby equi-poise of the aeroplane is maintained. f

9. In an aeroplane, a supporting structure, and stabilizlng mechanism including shiftable planes, tracksv for lguiding said planes, a rack fixed to each plane, and means for movin'gsaid planes, such means comprising gears meshing with said racks and interconnected by acommon shaft, and a sector in eared relation with said shaft Cand inclu gmeans for moving said sector.

10. In` an aeroplane, a supporting structure, and stabilizing mechanism including shiftable planes, tracks for guiding said planes, a rack fixed to each plane,-and means for moving said planes, such means comprising gears meshing with 'said racks and interconnected b a common shaft, a sector in geared relatlon with said shaft, and a weight fixed to 'said sector whereby the latter is maintained in one position regardless of the oscillations of the aeroplane and thereby rotates said shaft to move said planes.

11. In an'aeroplane, a supporting structure, and stabilizing mechanism includin shiftable planes,4 tracks for guiding sai planes, a rack fixed to each plane, and means for -moving said planes, such means comprising gears meshing with said racks and mter-connected by a common shaft, a sector eared relation with said shaft, and a welght dependent from the pivot ofsaid sector and fixed to thelatterwhereby the said sector is maintained in one osition regardless of the oscillations of t e aeroplane about its longitudinal axis and thereby rotates said shaft to move said planes.

12..In an aeroplane, a supporting structure, and stabilizing mechanism including shiftable planes, tracks for guiding said lanes, a rack fixed to each plane, and means or moving said planes, such means com- Erising the stabilizer frame, ears protected y said frame,.a common s aft Journaled in said frame and connecting said gears, a sector in geared relation with said shaft,

and a lever arm fixed to said sector at its pivot and having a depending length equal or greater in dimension than the diameter of the arc of said sector'.

13. In an aeroplane, a supporting structure, and stabilizing mechanism, includin shiftable planes, tracks for guidingv sai planes, a rack fixed to each lane, and means formoving said planes, suc means comprising a stabilizer frame depending from the supportinstructure of the aeroplane, gears protected y said frame, a shaft common to all of said gears and journaled in said prising a stabilizer frame having a track del pending from the supporting body of the aeroplane, inter-connected gears journaled in said track structure or frame and protected thereby, a sector in geared relation with said gears, and a preponderating .weight guided by said track and for moving said sector.

15. In an aeroplane, a supporting structure, and stabilizing mechanism .including shiftable planes, tracks for guiding said planes, a rack iixed to each plane, and means for moving said planes, such means comprising a stabilizer frame having a track depending from the supporting body of the` aeroplane, inter-connected gears journaled l in said track structure or 'frame and protected thereby, a sector in geared relation with said gears, and a Weight guided by said .track and movable in a vertical plane for actuating said sector.

16. In an aeroplane, a plurality of main supporting surfaces, tilting auxiliary surfaces above said main surfaces, manual means for tilting said auxiliary surfaces, and friction means for preventing free movement of such auxiliary surfaces.

17. In an aeroplane, a plurality of main supporting surfaces, auxiliary surfaces mounted thereabove and tiltable to preserve longitudinal stability, and friction means operated by the tilting movement of said auxiliary surfaces to prevent undue movement thereof.

18. In an aeroplane, main supporting surfaces, auxiliary concaved surfaces disposed laterally above said main surfaces, a laterally disposed driving shaft, a driven shaft for each auxiliary surface, and intermediary shafts connecting said driving and driven shafts whereby said auxiliary surfaces may be simultaneously moved.

In testimony whereof-I affix my signature in presence of'two witnesses.

HARTVIG SORLEY.

Witnesses:

O. A. ANDERSON, GUSTAF H. SoHEFsTRoM. 

